CN109203988B - Method for correcting the drag torque curve of at least one rotatably mounted mechanical element - Google Patents

Method for correcting the drag torque curve of at least one rotatably mounted mechanical element Download PDF

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Publication number
CN109203988B
CN109203988B CN201810708410.XA CN201810708410A CN109203988B CN 109203988 B CN109203988 B CN 109203988B CN 201810708410 A CN201810708410 A CN 201810708410A CN 109203988 B CN109203988 B CN 109203988B
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Prior art keywords
rotational speed
speed range
speed
drag torque
torque curve
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CN109203988A (en
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马库斯·科尔伯克
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Magna Powertrain GmbH and Co KG
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Magna Powertrain GmbH and Co KG
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3515Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with a clutch adjacent to traction wheel, e.g. automatic wheel hub
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • B60W10/108Friction gearings
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00Special features of vehicle units
    • B60Y2400/82Four wheel drive systems
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/104Clutch
    • F16D2500/10406Clutch position
    • F16D2500/10412Transmission line of a vehicle
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/104Clutch
    • F16D2500/10406Clutch position
    • F16D2500/104314WD Clutch dividing power between the front and the rear axle
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/11Application
    • F16D2500/1107Vehicles
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/304Signal inputs from the clutch
    • F16D2500/3041Signal inputs from the clutch from the input shaft
    • F16D2500/30415Speed of the input shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/304Signal inputs from the clutch
    • F16D2500/3042Signal inputs from the clutch from the output shaft
    • F16D2500/30426Speed of the output shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/306Signal inputs from the engine
    • F16D2500/3067Speed of the engine
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/50Problem to be solved by the control system
    • F16D2500/502Relating the clutch
    • F16D2500/50287Torque control
    • F16D2500/5029Reducing drag torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/50Problem to be solved by the control system
    • F16D2500/506Relating the transmission
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402Actuator parameters
    • F16D2500/7041Position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/706Strategy of control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/706Strategy of control
    • F16D2500/70605Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/46Inputs being a function of speed dependent on a comparison between speeds

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention relates to a method for correcting the drag torque curve of at least one rotatably mounted mechanical element. In particular, a method for correcting a drag torque curve of at least one rotatable machine element, the drag torque of which depends on the rotational speed of the machine element, is provided, wherein the drag torque curve has a plurality of rotational speed ranges which differ from one another, wherein the drag torque curve in each rotational speed range is corrected between a measured rotational speed of the machine element and a calculated rotational speed of the machine element on the basis of a rotational speed deviation in the respective rotational speed range.

Description

Method for correcting the drag torque curve of at least one rotatably mounted mechanical element
Technical Field
The invention relates to a method for correcting a drag torque curve of at least one rotatably mounted mechanical element, such as, for example, a torque transmission part of a vehicle drive train, by means of which torque can be optionally transmitted to a secondary axle, for example a rear wheel axle, for the purpose of all-wheel drive.
Background
A drive train with on/off all-wheel drive may for example comprise a power transmission unit by means of which the drive torque can be distributed between a plurality of wheel axles of the vehicle as required. For this purpose, in the case of a power transmission unit described, for example, in DE 102008032477 a1, for this purpose a coupling unit is used, also referred to as an all-wheel clutch, by means of which a variable proportion of the torque can be transmitted from the input shaft of the vehicle to the auxiliary wheel shaft as required. In the case of a so-called "torque-on-demand" power transmission unit, the wheels of the primary axle are permanently driven, while a variable proportion of the driving torque can be transmitted to the wheels of the secondary axle as required by means of the mentioned coupling unit. In this case, the torque transmission to the secondary axle takes place on a torque transmitting part of the drive train, which may be, for example, a cardan shaft, which comprises a wheel axle drive which is connected to the torque transmitting part in terms of drive together with a differential of the secondary wheel axle.
Since the torque transfer part in question also rotates in the case of an all-wheel drive disconnection as a result of its towed operation by the secondary axle, in order to reduce undesirable friction losses in the case of an all-wheel drive disconnection, the torque transfer part can be closed by a closing device, as described for example in documents DE 102009005378B 4 and WO 2014/166819 a 2. This shutdown function is sometimes also referred to as "disconnect". In order to achieve the disconnection function in question, a separating or disconnecting clutch is provided in particular, which in the closed state establishes a drive-effective connection between the torque transmission part and the secondary axle and in the open state interrupts the drive connection between the torque transmission part and the secondary axle. Thus, if the disconnect clutch is opened with all-wheel drive disconnected or in a two-wheel drive mode, this has the following effect: the torque transfer part in question is decoupled from the drive train and in particular from the secondary axle and rotates freely until its rotation is stopped by the drag torque present. In this case, the drag torque of the torque transfer part depends in particular on the rotational speed of the torque transfer part, since, for example, the load friction of the torque transfer part tends to increase with increasing rotational speed.
If, once the all-wheel drive has been switched off and the torque transfer part has been switched off, the secondary axle will be switched on again for all-wheel drive purposes, the off-type clutch must on the one hand be engaged again and the all-wheel clutch must on the other hand be engaged again in order to establish a drivingly effective connection between the torque transfer part and the secondary axle. However, before the disconnect clutch can be engaged, the torque transmitting portion must be set to rotate again by means of the all-wheel clutch and in synchronism with the rotation of the secondary axle. In so doing, the torque transfer part should be accelerated uniformly, and preferably at a constant acceleration, in order to be able to predict as accurately as possible the time at which the disconnect clutch will be engaged. Therefore, it is necessary to know precisely the speed-dependent profile of the drag curve of the torque transfer part in order to be able to engage the all-wheel clutch on the basis of the speed-dependent profile of the drag torque of the torque transfer part, in order to accelerate the torque transfer part as uniformly as possible and in order to be able to predict as precisely as possible the time at which the disconnect clutch is closed.
In fact, the drag torque curve can be determined ahead of time on the test rig; however, since the drag torque profile is affected by various variables, such as, for example, varying load friction, other product-related tolerances, temperature effects, or, for example, friction effects, it would be desirable to be able to update and correct the drag torque profile of the torque transmitting portion of the vehicle driveline while driving the vehicle.
The invention is therefore based on the object of meeting this requirement.
Disclosure of Invention
This object is achieved by the method according to the invention for correcting a drag torque curve of at least one rotatably mounted mechanical element, and in particular by correcting the drag torque curve in the respective rotational speed range between a measured rotational speed of the mechanical element and a calculated rotational speed of the mechanical element on the basis of a rotational speed deviation in each rotational speed range.
Therefore, there is no overall correction of the drag torque curve, as there is no case: this is the case, for example, when the measured drag torque is compared with the calculated drag torque at any rotational speed and the entire drag torque curve is corrected based on the comparison; instead, the invention is based on the following idea: the drag torque curve is theoretically divided into a plurality of speed ranges, such as a low rotation speed range, a middle rotation speed range, and a high rotation speed range, and correction of the drag torque curve substantially independently of correction of the other rotation speed ranges is performed in each of these rotation speed ranges. In this way, the following facts can be considered: the drag torque curve may behave quite differently in different rotational speed ranges, which may be caused, for example, by the speed-dependent load friction having a quite different effect on the drag torque curve in the individual rotational speed ranges. Thus, it is contemplated according to the invention that the drag torque curve in each rotational speed range is corrected on the basis of a rotational speed deviation, which is obtained in the respective rotational speed range between the measured rotational speed and the calculated rotational speed of the mechanical element.
The determination of the rotational speed deviation and thus the correction of the drag torque curve can be carried out in the following cases: when the torque transmitting portion is not coupled, and in particular each time when the torque transmitting portion is not coupled, in particular when the torque transmitting portion is decoupled from the drive means by means of the first clutch and decoupled from the output means by means of the second clutch, or when the disconnect clutch is also disengaged after or during disconnection of the all-wheel drive by disengaging the all-wheel clutch. After the disconnection clutch is disengaged, the torque transmitting portion idles in this case until rotation of the torque transmitting portion stops. In so doing, after the disconnect clutch is opened, the rotational energy of the torque transmitting portion is consumed by the drag torque of the torque transmitting portion due to friction until the rotational speed of the torque transmitting portion is zero. During this coasting phase of the torque transmission part after the opening of the disconnect clutch, the rotational speeds in the respective rotational speed ranges are calculated on the one hand and measured on the other hand while running through the respective rotational speed range, so that a rotational speed deviation in the respective rotational speed range can be determined on the basis of a difference resulting from the measured rotational speed of the torque transmission part and the respective calculated rotational speed, in order to be able to subsequently correct a previous drag torque curve on the basis of these rotational speed deviations for a further engagement operation of the all-wheel clutch or the disconnect clutch.
Preferred embodiments of the present invention will now be discussed below. Other embodiments may arise from other further defined versions of the invention, the description of the drawings, and the drawings themselves.
Thus, according to one embodiment, it is provided that the drag torque curve in each rotational speed range is corrected by determining a correction factor assigned to the respective rotational speed range on the basis of the rotational speed deviation of the respective rotational speed range, on the basis of which correction factor the drag torque curve in the respective rotational speed range is corrected, in particular multiplied. For example, a specific correction increment for the correction of the correction factor may be assigned to each rotational speed deviation on the basis of a look-up table. As an alternative to the above-described allocation, such allocation can also be carried out by means of a function which allocates a specific correction increment to each rotational speed deviation.
According to a simple embodiment, for example, a linear correlation between the rotational speed deviation and the correction increment can be stored, wherein the correction increment increases with increasing speed as a result of the linear correlation. During the current loop iteration, the correction increment is in this case added to the correction factor from the previous loop iteration in order to obtain the correction factor for the current loop iteration in this way. Depending on whether the determined rotational speed deviation between the measured rotational speed and the calculated rotational speed is positive or negative, this will result in a positive or negative correction increment, which is added to the correction factor of the previous iteration of the loop. Thus, if the current correction factor is applied to the torque drag curve in the corresponding speed range in the current iteration of the loop, this has the following effect: the drag torque curve in the respective speed range is increased or decreased depending on the arithmetic sign of the correction increment.
According to a further embodiment, the rotational speed deviation of the respective rotational speed range may be determined by summing the rotational speed differences determined between the measured rotational speed of the mechanical element and the calculated rotational speed of the mechanical element at different times within the respective rotational speed range. The rotational speed deviation is therefore the cumulative error obtained in the respective rotational speed range, so that the individual measurement errors in the respective rotational speed range have only a minor effect on the correction of the drag torque curve.
According to another embodiment, in each rotation speed range, the rotation speed that has been initially measured is used as an initial value for calculating the rotation speed. Thus, if the individual rotational speed ranges pass one after the other during the coasting of the mechanical element, the model rotational speed or the calculated rotational speed is initially set equal to the initially measured rotational speed in the respective rotational speed range in each rotational speed range. In this way, the calculation model is adapted to the actual prevailing drag torque state, whereby it can calculate the rotational speed from this time on the basis of the initially measured rotational speed in the respective rotational speed range.
Since the rotational speed deviations in the individual rotational speed ranges can have different magnitudes in order to avoid discontinuities in the corrected drag torque curve, it can be provided according to a further embodiment that, in a predetermined rotational speed band relating to a limiting rotational speed separating or delimiting the first rotational speed range from the adjacent second rotational speed range, the drag torque curve is corrected on the basis of two correction factors assigned to the two adjacent rotational speed ranges. In other words, a speed range is defined between two adjacent speed ranges, wherein the correction factor of one speed range has an effect on the correction of the other speed range and the correction factor of the other speed range also has an effect on the correction factor of the one speed range.
For example, in a predetermined speed range associated with the limit speed, the drag torque curve can be corrected between two adjacent speed ranges in the following manner: in the first rotation speed range, the correction factor assigned to the first rotation speed range is gradually decreased and the correction factor assigned to the second rotation speed range is gradually increased as the rotation speed gradually approaches the limit rotation speed. In the second rotational speed range, the correction factor assigned to the first rotational speed range is further gradually reduced, preferably up to zero, as the rotational speed becomes gradually farther from the limit rotational speed, and likewise the correction factor assigned to the second rotational speed range is further gradually increased. Thus, if, for example, an intermediate speed range is taken into account, the correction factor for this intermediate speed range is always smaller as the speed approaches the limit speed associated with the next higher speed range, in which the correction factor for the next higher speed range becomes progressively larger as the speed approaches the limit speed associated with the next higher speed range. In other words, the closer the rotational speed is to the limit rotational speed associated with the adjacent rotational speed range, the less the rotational speed deviation of the rotational speed range under consideration will therefore have an effect on the correction of the drag torque curve; conversely, the closer the rotational speed is to the limit rotational speed, the greater the influence of the rotational speed deviation of the adjacent rotational speed ranges on the correction of the rotational speed range under consideration. In this way, it is possible to prevent discontinuities of the corrected drag torque curve from occurring at the limit rotational speed between two adjacent rotational speed ranges, since the correction factors of the adjacent rotational speed ranges are adapted to one another to a certain extent.
According to a further embodiment, the reduction or increase of the correction factors of adjacent rotational speed ranges in a predetermined rotational speed range in relation to the limit rotational speed between two adjacent rotational speed ranges is based on a so-called initial function, i.e. by: each speed range is assigned an initial function which is dependent on the speed and to which the correction factors of the respective speed range are multiplied. In this case, each initial function may have a maximum function value, for example one, in its assigned rotational speed range, which decreases continuously in the adjacent rotational speed range from the maximum function value in the direction of the adjacent rotational speed range to a function value of zero. The initial function may thus be, for example, a bell-shaped curve function, the function value of which decreases in both directions from a maximum value to zero, the function value reaching its respective adjacent rotational speed range in both directions. Likewise, the initial function may be, for example, a trapezoidal function with a straight descending side. The initial function should in this case be selected such that the sum of the function values of the initial functions of adjacent rotational speed ranges has a value of one at each rotational speed, so that no overcorrection or undercorrection of the drag torque curve occurs in the respective rotational speed range in relation to the limit rotational speed between the two adjacent rotational speed ranges.
As already mentioned above, the correction factor is updated after each loop iteration by means of a correction increment for the current loop iteration. For this purpose, the rotational speed deviation of the respective rotational speed range can be determined by summing the rotational speed differences determined between the measured rotational speeds of the mechanical element at different times in the respective rotational speed range and the rotational speed of the mechanical element calculated taking into account the corrected drag torque curve. The updating by means of the correction increment is therefore based on the corrected drag torque curve in the previous iteration of the cycle, i.e. this is used in the previous rotational speed range for calculating the rotational speed. The correction factor updated by means of the corresponding correction increment may then be applied to the starting torque drag curve; as an alternative to this, the corresponding correction increment can be used as a correction factor and the correction factor can be applied to the corrected drag torque curve.
For completeness, it should be noted at this point that although the method according to the invention for correcting the drag torque curve of the torque transmitting part of a vehicle drive train has been explained, the method can be used in a corresponding manner for correcting the drag torque curve of any desired mechanical element. It is essential for this purpose that the respective mechanical element is set into rotation and then remains rotating itself, so that it can freewheel freely until it stops. During this coasting phase, the respective associated rotational speed deviation is determined in a plurality of mutually different rotational ranges in the manner explained above, and the drag torque curve of the mechanical element can then be corrected within the respective rotational speed range on the basis of this deviation.
The invention also relates to a method for controlling a first clutch and a second clutch of a vehicle drive train, wherein a torque transmission part of the drive train can be closed, that is to say can be decoupled from the drive train, by opening the first clutch and opening the second clutch, and wherein the torque transmission part can be coupled into the drive train, in particular in order to transmit torque to a secondary axle of the vehicle, by closing the first clutch and subsequently closing the second clutch, wherein in the control method the closing of the first clutch and/or the closing of the second clutch is/are carried out depending on a corrected or corrected torque drag curve as explained above.
Drawings
The invention will now be explained, by way of example only, with reference to the accompanying drawings, in which:
fig. 1 shows a schematic view of a drive train of a vehicle with switched-off all-wheel drive, wherein the rear wheel axle or the secondary wheel axle can be switched on and off;
FIG. 2 illustrates a reduction in rotational speed of the torque transmitting portion over time after the torque transmitting portion is decoupled, and also illustrates the determination of a rotational speed deviation in individual rotational speed ranges;
Fig. 3 shows, on the one hand, a given drag torque curve as a function of the rotational speed and, on the other hand, the initial functions assigned to the three rotational speed ranges;
FIG. 4 shows a schematic of a function for determining a correction increment; and
fig. 5 shows the correction factors corrected by means of the initial function and also the influence of these correction factors on the drag torque curve.
Detailed Description
Fig. 1 shows a drive train of a motor vehicle, in the front region of which a drive unit 12 is arranged, which drive unit 12 in the case of the embodiment shown is an internal combustion engine oriented transversely to the longitudinal axis of the vehicle. The drive unit is permanently connected to the front axle 16 of the vehicle, including the front axle differential 22, by means of the change speed gearbox 14, so that the front wheels 18, which are drivingly effectively connected to the front axle 16, can be permanently driven by the drive unit 12 during driving of the vehicle. Thus, the front axle 16 forms the primary axle 20.
In the rear region of the motor vehicle, the vehicle has a rear axle 24 with a rear axle differential 26 and rear wheels 28. The rear wheel axle 24 forms a secondary wheel axle 30, since the rear wheel axle 24 is driven by the drive unit 12 in all-wheel operation. For this purpose, a torque-controllable branching device 32 is arranged on the primary wheel axle 20, via which torque-controllable branching device 32 an adjustable proportion of the drive torque provided by the drive unit 12 can be branched off to the secondary wheel axle 30. For this purpose, the torque splitting means 32 comprise an all-wheel clutch 33, which all-wheel clutch 33 is designed as a multiplate clutch and is controlled by a control unit 34.
The output device of the multiplate clutch 33 is connected to one end of a torque transmitting portion 36, the torque transmitting portion 36 including, inter alia, a cardan shaft. The torque transfer portion 36 is connected at its other end to a bevel gear 38, the bevel gear 38 meshing with a ring gear 40, the ring gear 40 being connected to a differential housing 42 of the rear axle differential 26.
In order to prevent unnecessary and existent rotation of the torque transmission part 36, including the differential housing 42, and to dissipate energy when the multiplate clutch 33 is open, i.e. when driving with only front wheel drive, means are provided for closing the torque transmission part 36. In the case of this exemplary embodiment, the closing means are formed by a dog clutch 46, which dog clutch 46 is arranged on the half shafts 44 of the rear axle 24 in the vicinity of the rear axle differential 26, and which can likewise be controlled by the control unit 34.
In the event that the torque transfer portion 36 has been closed by means of the dog clutch 46 for driving by front wheel drive only, the torque transfer portion 36 must first be synchronized with the secondary axle 30 before the dog clutch 46 can be engaged again for torque transfer by all wheel drive. For this purpose, the multiplate clutch 33 is engaged in a controlled manner in order in this way to increase the speed of the torque transmitting part 36 again. The acceleration of the torque transmission part 36 should be carried out as uniformly as possible here, in order to be able to determine precisely in advance, on the one hand, when the dog clutch 46 can be engaged and in order, on the other hand, not to adversely affect the driving comfort, as would otherwise be the case with an uneven acceleration of the torque transmission part. Therefore, in order to be able to increase the speed of the torque transfer portion 36 as uniformly as possible, it is necessary to know the drag torque of the torque transfer portion 36, which depends on the rotational speed of the torque transfer portion 36, as can be seen by the solid line in fig. 3, with the greatest possible accuracy.
The drag torque curve m (n) represented in fig. 3 may be, for example, a drag torque curve predetermined or determined on a vehicle test stand, however, the drag torque curve may be due to friction and wearChanges over time. In order to be able to register a change in the drag torque curve and to correct the drag torque curve accordingly, the entire rotational speed range over which the torque transmission part 36 can be operated is divided into a plurality of rotational speed ranges X which differ from one another according to the inventioni. In the case of the exemplary embodiment represented here, the entire rotational speed range is divided into three rotational speed ranges, specifically a rotational speed range of low rotational speeds from 0rpm to 2000rpm, a medium rotational speed range from 2000rpm to 5000rpm and a speed range of high rotational speeds exceeding 5000 rpm. In FIG. 3, these speed ranges are represented by X1、X2、X3To indicate. The drag torque curve m (n) is divided into a plurality of speed ranges in order to be able to correct the drag torque curve in a stepwise manner or in each speed range X of the drag torque curve itselfiThe drag torque curve is internally corrected. For this purpose, in each rotational speed range XiA corresponding rotational speed range X is determined, obtained between the measured rotational speed and the calculated rotational speed of the torque transfer portion 36 iInner rotational speed deviation NiSo that the drag torque curve M (n) can be based on the corresponding speed range XiThe rotational speed deviation NiAnd is corrected.
Therefore, to calculate these rotational speed deviations NiAfter uncoupling of the torque transfer part 36, i.e. after release of the two clutches 33 and 46, the coasting of the torque transfer part 36 is monitored, as can be seen in the upper representation of the diagram in fig. 2, which shows the measured rotational speed nMeasuringIs measured over time. As can be seen from the representation, after the torque transfer portion 36 is decoupled from the rest of the drive train, the rotational speed of the torque transfer portion 36 is continuously reduced until a value of zero is reached. In so doing, the torque transfer portion 36 operates through the three speed ranges X over time3、X2、X1The three rotational speed ranges X3、X2、X1Are separated from each other at limit speeds of 5000rpm and 2000 rpm. In these rotational speed ranges XiIn each rotational speed range of (1), measuring the rotational speed nMeasuringAnd calculating the rotational speed nModel (model)The rotational speed deviation between them is thus calculated for correction of the drag torque curve. For this purpose, in each rotational speed range XiAt the beginning of (2), the rotational speed n is calculated Model (model)Is set equal to the measured speed nMeasuringFrom the middle rotational speed range X, as can be seen from the upper representation in the diagram of FIG. 22It is seen that in this intermediate rotational speed range X2When entering the intermediate rotation speed range, the rotation speed n is calculatedModel (model)And measuring the speed of rotation nMeasuringEqual, both equal to 5000rpm, so that the rotation speed can be calculated starting from this initial value, in particular while taking into account the drag torque curve m (n).
Thus, each rotation speed range XiRotational speed deviation NiBy setting the speed in the corresponding speed range XiMeasuring the speed of rotation n at different times internallyMeasuringAnd calculating the rotational speed nModel (model)The obtained rotational speed difference therebetween is calculated by summing up, as represented by the middle representation of the graph in fig. 2. In the corresponding speed range XiThe rotational speed deviation N determined hereiThe larger the actual profile of the drag torque curve is, the greater the corresponding speed range XiThe greater the deviation of the predetermined profile in (a); therefore, in the corresponding rotational speed range XiTorque deviation N in (1)iThe larger the rotation speed range X, the greater the correction must beiThe more predetermined drag torque curve m (N) there is, the drag torque curve is based on the rotational speed deviation NiWhether positive or negative must be increased or decreased.
If it has been determined in the manner described above for each speed range XiAssociated rotational speed deviation NiThen correcting the factor KxMay then depend on the speed range X for the respective rotationiCorresponding rotational speed deviation NiBut is determined according to the following equation:
Kx(t+1)=Kx(t)+kx, (1)
wherein, Kx(t) is a correction from a previous iteration of the loop for correction of the drag torque curveBy a positive factor, the value has been initialized to one. Component kxRepresents a correction increment added to the correction factor from the previous iteration of the loop in order to obtain the correction factor K for the current correction of the drag torque curve m (n)x(t + 1). In this case, the correction increment kxIndicating the determined rotational speed deviation NiHow strongly the correction of the drag torque curve m (n) is affected. Thus, the correction increment kxIs the deviation of the rotational speed NiAs a function of (c).
For example, fig. 4 shows a schematic representation of a method for determining the rotational speed deviation NiTo determine a correction increment kxAs can be seen from fig. 4, the correction increment kxExpressed as a deviation from the rotational speed NiApproximately proportionally. It can also be seen from fig. 4 that the negative rotational speed deviation NiResulting in a positive correction factor k xAnd a positive rotational speed deviation NiResulting in a negative correction factor kxSo as to be able to follow the rotational speed deviation NiTo increase or decrease the drag torque curve.
Knowing the speed range X determined in this manner for each of the speed rangesiCorrection increment k ofxFor the respective torque ranges X, can be determined based on equation (1)iCorrection factor K ofxSo that subsequently each speed range X can be broughtiBy the associated correction factor KxFor calibration purposes.
However, in order to avoid a discontinuity in the profile of the corrected drag torque curve in doing so, in a predetermined rotational speed band associated with a limit rotational speed separating the first rotational speed range from the adjacent second rotational speed range, for example in the rotational speed band associated with the low rotational speed range X1With a medium speed range X2In a separate speed band associated with a limit speed of 2000rpm, the drag torque curve M (n) may be based on the drag torque curve assigned to the two adjacent speed ranges X1And X2Two correction factors KxAnd is corrected. For this purpose, for example, in a first rotational speed range X1In (1), as the rotation speed gradually approachesA limit rotation speed of 2000rpm, assigned to the first rotation speed range X1Correction factor K of x1Gradually decreases and is assigned to a second rotational speed range X2Correction factor K ofx2And gradually increases. Likewise, in the second rotational speed range X2Is allocated to the first rotation speed range X as the rotation speed becomes gradually distant from the limit rotation speed of 2000rpm1Correction factor K ofx1Further gradually decreases until it reaches zero, and is assigned to a second speed range X2Correction factor K ofx2And further gradually increases.
According to the invention, the correction factor KxIs performed here by means of a so-called initial function, which is represented in fig. 3 by a dashed and dotted curve. Each initial function AXiIn this case, the maximum function value is dependent on the rotational speed and is equal to one, wherein in the respective adjacent rotational speed range XiWithin, each initial function AXiSteadily decreasing from a maximum function value equal to one to zero. Initial function AXiIn this case, the adjacent rotational speed ranges XiInitial function A ofXiThe sum of the function values of (a) has a value of one at each speed n.
In order to be able to adapt individual torque ranges X in a speed range associated with a respective speed limitiCorrection factor K ofxMaking a correction to make the initial function AXiMultiplied by the corresponding associated correction factor K XiWith the following results: correction factor K for the respective speed rangeXiIt also has an effect on the correction of the drag torque curve in the adjacent rotational speed range, as represented in fig. 5, which fig. 5 shows in particular with dashed and dotted lines by means of the initial function aXiCorrected correction factor KXi. Thus, the initial function AXiTo a certain extent, for the activation of a correction factor K in the corresponding rotational speed rangexHas an influence, among others, due to the initial function AXiIs used in the respective adjacent rotational speed range, so that this activation of the correction factor also acts in the adjacent rotational speed range Xi
Thus, is corrected forDrag torque curve MCorrection of(n) is calculated as:
Mcorrection of(n)=M(n)·sum(KXi·AXi(n)) (2)
The corrected drag torque curve MCorrection of(n) is represented by a dash-dot line in the diagram of fig. 5 and is obtained by means of a predetermined drag torque curve M (n), i.e. at each speed n, the corrected drag torque curve MCorrection of(n) is the sum of the predetermined drag torque profile m (n) multiplied by the corrected correction factor.
Once the corrected drag torque curve has been determined in this way, in a subsequent loop iteration of the method, the rotational speed of the torque transfer section in the respective rotational speed range X can be calculated on the basis of the corrected drag torque curve, in order to be able to determine the rotational speed from the respective rotational speed deviation N while taking into account the measured rotational speed.
Once the drag torque curve has been corrected in the manner described above, this corrected drag torque curve M is taken into account when the all-wheel drive or the secondary axle is switched on laterCorrection of(n) while the multiplate clutch 33 may be engaged so that the torque transmitting portion 36 is accelerated and increased in speed uniformly. Likewise, the clutch characteristics of the multiplate clutch 33 can be changed while taking into account the corrected drag torque curve in order to be able to smooth the switching on of the all-wheel drive as much as possible.

Claims (11)

1. Method for correcting a drag torque curve (M (n)) of at least one rotatable mechanical element, which can be coupled in terms of drive effectively to a drive by means of a first clutch (33) and to an output of a vehicle by means of a second clutch (46), and whose drag torque depends on the rotational speed (n) of the mechanical element and therefore on the rotational speed (n) of the mechanical element, wherein the drag torque curve (M (n)) has a plurality of rotational speed ranges (X (n)) differing from one anotheri),
Wherein the drag torque curve(M (n)) in each speed range (X)i) Based on the corresponding speed range (X) i) Rotational speed deviation (N) ofi) At each rotation speed range (X)i) Of said mechanical element (n)Measuring) And a calculated speed (n) of said mechanical elementModel (model)) Is corrected to be in the middle of the time,
wherein in the first speed range (X)i) Adjacent second speed range (X)i) In separate predetermined speed ranges associated with a limited speed, the drag torque curve (M (n)) is based on a predetermined speed range (X) allocated to two adjacent speed rangesi) Two correction factors (K)x) Is corrected, and
wherein adjacent speed ranges (X)i) Said correction factor (K) ofx) In the adjacent rotational speed range (X)i) The decrease or increase in the predetermined speed band in relation to the limit speed in between is based on an initial function by: each speed range (X)i) Is assigned an initial function (A)Xi(n)), the initial function (A)Xi(n)) is dependent on the rotational speed (n) and the corresponding rotational speed range (X)i) Said correction factor (K) ofx) With the initial function (A)Xi(n)) multiplication, wherein each initial function (A)Xi(n)) in the initial function (A)Xi(n)) allocated speed range (X)i) Has the largest function value, the initial function (A)Xi(n)) in adjacent rotational speed ranges (X) i) Along said adjacent speed range (X) from said maximum function valuei) Continuously decreases until the function value is zero.
2. The method of claim 1,
the drag torque curve (M (n)) is generated in each speed range (X)i) By basing it on said corresponding speed range (X)i) Said rotational speed deviation (N) ofi) Determining the respective speed range (X) allocated to said motor vehiclei) Correction factor (K) ofx) Corrected, the drag torque curve (M (n)) is in the corresponding speed rangeEnclose (X)i) Based on the correction factor (K)x) And is corrected.
3. The method according to claim 1 or 2,
said corresponding speed range (X)i) Said rotational speed deviation (N) ofi) Is determined by counting the number of revolutions in said respective rotational speed range (X)i) The measured rotational speed (n) of the mechanical element at different timesMeasuring) With said calculated speed (n) of said mechanical elementModel (model)) Are determined by summing the determined rotational speed differences.
4. The method according to claim 1 or 2,
at each speed range (X)i) The rotational speed which has been measured initially is used as the rotational speed (n) for calculationModel (model)) Is started.
5. The method of claim 1,
In the predetermined speed band associated with the limit speed, the correction of the drag torque curve (M (n)) is in two adjacent speed ranges (X)i) The following procedure was followed: in the first rotational speed range (X)i) Is allocated to the first rotation speed range (X) as the rotation speed gradually approaches the limit rotation speedi) Correction factor (K) ofx) Gradually reduced and allocated to a second speed range (X)i) Correction factor (K) ofx) Gradually increase, wherein in the second rotation speed range (X)i) Is allocated to the first rotation speed range (X) as the rotation speed becomes gradually distant from the limit rotation speedi) Said correction factor (K) ofx) Further gradually decreases and is allocated to the second rotational speed range (X)i) Said correction factor (K) ofx) And further gradually increases.
6. The method of claim 1,
the initial function (A)Xi(n)) are selected such that adjacent rotational speed ranges (X)i) Initial function (A)Xi(n)) has a value of one at each rotational speed (n).
7. The method according to claim 1 or 2,
is assigned to a separate speed range (X) after having performed a correction of the drag torque curve (M (n)) i) Correction factor (K) ofx) Based on the corresponding speed range (X)i) Said rotational speed deviation (N) ofi) And updated, for this purpose, the corresponding speed range (X)i) Said rotational speed deviation (N) ofi) By setting the speed in the corresponding speed range (X)i) The measured rotational speed (n) of the mechanical element at different timesMeasuring) A rotational speed (n) of the mechanical element calculated taking into account the corrected drag torque curve (M (n))Model (model)) Are determined by summing the determined rotational speed differences.
8. The method according to claim 1 or 2,
determining the respective speed range (X) while the drag torque of the mechanical element causes a consumption of the rotational energy of the mechanical elementi) Said rotational speed deviation (N) withini)。
9. The method of claim 1,
the mechanical element is a torque transmitting portion (36) of a vehicle driveline.
10. The method of claim 2,
the drag torque curve (M (n)) is in the corresponding speed range (X)i) By multiplying by said correction factor (K)x) And is corrected.
11. The method of claim 5,
is assigned to the first speed range (X) i) Said correction factor (K) ofx) Gradually decreases until it is zero.
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